Body suspension for vehicles of all kinds



April 1K3, 1937.

J. KoLBE BODY SUSPENSION FOR VEHICLES OF ALL KINDS vFiled April 7', 1933 C l fr C 1.

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Patented Apr'. 13, 1937 UNITED STATES PATENT OFFICE BODY SUSPENSION FOB. VEHICLES F KINDS Y Joachim Kolbe, Hamburg, Germany REISSUED oci 2 2 1940 Application April 7, 1933, Serial No. 664,909

In Germany April 7, 1932` 5 Claims.

' case of modern'vehicles, in which there is a more or less rigid connection between the body and the underframe the objection becomes apparent,- especially in the curves, that Athe occupants are forced towards one side or the other owing to the centrifugal force. The present day spring arrangements operate in the curves in such a manner, that the body is pressed towards the outer side of the curve, whereas the. opposite should actually be the case. To render this possible, link systems are provided according to the invention as connection between the body and the axles, these links being movable transversely to the direction of travel and hingedly connected either indirectly or directly with the body at one end and with the axles or the under frame of the car at the other end. The links are arranged in such a manner that the constant distance between their body joints is smaller than that o! the axle joints. When such a vehicle negotiates a curve, the body, owing to centrifugal force and the link arrangement, automatically inclines towards the inner side of the curve, so that the links mounted on this side swing downwards and those on the outer side of the curve lift the body on this side.

An embodiment ofthe invention in which pairs of links are employed for each system is illustrated by way of example in the accompanying drawing in which: W

Fig. 1 is a diagrammatic view showing the link arrangement.

Fig. 2 shows a car in front elevation.

Fig. 3 is atop plan 4view of thefront axle.

Near each end of the axles I, two pairs of links 2, 3 and 4, 5 are hingedly mounted on pins 6, 'I

and 8, 9 respectively. The links 3, 6 are hingedly connected to the bifurcated ends I0, II of levers I2, I3 respectively, and these levers are connected to the vehicle body I4 at I5, I6v by pairs of arms I1, I8. 'Between the bifurcation of the ends I0, II of the levers I2, I3 elbow levers I9. 20 respectively are hingedly mounted and carry one end of springs 2|, 22 which carry at their other end the arms Il, I8. On the elbow levers I9, 20 pairs of rocker levers 23, 24 are hingedly mounted at one end on pivot pins 26, 26 and pivotally connected at a point intermediate their length to pivot pins 2l, 28 carried by the pairs of links 2, 4 respectively. The free ends of the pairs of rocker levers 23, 24 are connected to the axles I by tension springs 2l, 30 tending to maintain the links 23. 24 in alignment with the links 2, 3 which are prevented from moving outwards by stops 3|, 32 mounted on the axles I.

The device operates in the following mannerz- The body I4 is at all times resiliently supported by the springs 2I, 22 carried by the arms I1, I3 and the angle levers I9, 20. When the vehicle negotiates a curve the body I4 together with all the hinge connections situated above the axle tends to swing outwards away from the centre of the curve under the action of the centrifugal force, for example in the direction indicated by 4 with the result that the rocker levers IIb swing about their pivot pins 28 on these links 4 against the action of the springs 30 and tension these springs. The links 6, however, can swing outwards with the elbow lever 20. As the elbow lever 20 is hingedly connected to the rocker levers 24 by the pivot pins 26 its outward movement is limited by the radius of the arc described by the pivot pins 26 about the pivot pins 2l. Conse quently the inner end of the lever I3 will be forced to ascend, thereby lifting the side of the body I4 to which it is connected and at thesame time raising the centre of gravity. On the other side of the body, that is the side adjacent the inner side of the curve, the link 3 swings inwards together with the elbow lever I9, lever I 2l and arm I'I pivoting about its point of connection with the body, so that this side of the body swings downwards and the body is inclined towards the inner side of the curve. As the links 2 carry the rocker levers 23 which are connected to the elbow lever I3 by the pivot pin 25 both. the rocker levers 23 and the links 2 will also swing inwards, the levers 23 pivoting about their pins 25 but remaining in alignment with the links 2 as their pivot pins l'likewise swing inwards. Consequently the springs 2I are not tensioned.

When the curve has been negotiated and consequently the centrifugal force is removed the body I4 will swing back into its horizontal position under the action of gravity causing the links and levers to return into their initial positions. This movement is assisted by the tensioned springs 30 which swing the rocker levers 24 back into alignment with the links 5 exerting a `pull on the outer end of the lever I3 through the intermediary-of the elbow lever 20.

'I'he fundamental idea of the invention ls that the construction can be kept as low as possible,4 because the centre of gravity may be situated far above the suspension points I5 and I3 (Fig. 1).

sary, for example, if the links 3, I were hingedly The desired inclined position is ensured, providing the centre of gravity lies approximately within the triangle eswhich is formed. by an imaginary line connecting the lower points of connection of the links 3 and 5 with the body suspension points I5 and I6 'and the extension of these connections.h This is very important for motor busses.

rIt may briefly be stated that the body I 4 is connected to the underframe or axles I of the vehicle by link systems I2, 3 and I3, 5 divided into two sections I2, I3 connected to the body I4 and 3, 5 connected to the axle I, other link systems I9, 23, 2 and 20, 2l, 4 being provided which act on sections I2 and I3 and regulate theirmovement in accordance with the movement of the sections 3 and 5 to impart the incline to the body I4, the object of the springs 29, 30 being to assist the returning of the sections into their normalposition after negotiating a curve. The shorter the parts I2, I3 are made relatively to the parts 3, 5 the more deep will the car body descend when assuming an inclined position.

The distance between the body suspension points I6, I6 always remains constant and also the distance between the pivot points 1, 3 of the links 3, 5.

Fig. 1 shows a link system diagram wherein the position assumed by the different parts is indicated in dot-dash lines. All the parts which are unnecessary for the transverse movement are yomitted from Fig. 1. In the example illustrated the return movement of the body from the in clined position' into its normal position is assisted by the fact that the body is positively lifted during the guiding into the inclined position and with'the aid of the centrifugal force and conse#` quently descends and assumes a level position when the centrifugal force ceases to act. Thus, the return springs 29, 30 are not excessively stressed.

If, however, the car body were to descend when assuming an inclined position, the return springs i must be stronger in order to bring back the body into its normal position. 'I'his would be necesconnected directly with the car body. 4The parts 2, 4, 6, 8, I0 to I3, Il to 23, 3I and 32 would be superiluous and the return springs-23, 30 must be directly connected with the links 3, l. The front axle is then preferably connected with the rear axle for maintaining the track width. In the resultant construction there would be no spring suspension to absorb shocks causedrby unevennesses in the surface of the road.

It is evident that a vehicle constructed in this manner will, when negotiating curves, behave as above mentioned, namely the body assumes the inclined position shown in Fig. 2, that is quite naturally tilts ,towards the inner side of the curve.

all kinds especially motor vehicles, when negotiating curves, comprising in combination with the body and the under frame of the vehicle, two pairs of link systems, each link system ycomprising at least one bar, one of these pairs of link systems arranged at the rear end and the other at thefront end of the vehicle-with a link system of each pair adjacent yan end of the vehicle axle, the link systems of each pairpivotally connected a constant distance apart at their lower ends to the under frame and at their upper ends to said body at points closer together than the connecting points. of the lower ends of said link systems cand the body thus supported by said link system, and springs adapted to normally maintain the car body in horizontal position, the axesof the pivotal connections between said links and said body and also between said links and said under frame lying in the longitudinal direction of the vehicle so that said link systems oscillate only in the transversedi-rection of the vehicle against the action of said springs on the body.

2. A device as specified in claim l, in which the underframe consists of axles and each link system includes two hingedly `interconnected bars and means connected with each of said link systems and with the underframe for guiding and restricting the movements of said link systems.

3. A device as specified in claim 1, in which the underframe consists of axles and each link system includes two hingedly interconnected bars, and pairs of hingedly interconnected) rods, each pair of rods being hingedly connected at one end to one of said axlesL and at its other end to one of said link systems and adapted to guide and restrict the movement of said link systems.

4. A device as specified in claim 1, in'which each link system includes a substantially vertical bar and a substantially horizontal bar, said horizontal bar consisting of blade springs.

5. A device. as specified in claim 1, in which each link system includes a substantially vertical bar and a substantially horizontal bar. said horizontal bar consisting of blade springs, and means JOACHIM KOLBE. 

